EP1386801B1 - System und Verfahren zur Bestimmung der Querneigung einer Fahrbahn bei Wankstabilitätsregelungen - Google Patents

System und Verfahren zur Bestimmung der Querneigung einer Fahrbahn bei Wankstabilitätsregelungen Download PDF

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Publication number
EP1386801B1
EP1386801B1 EP03254780A EP03254780A EP1386801B1 EP 1386801 B1 EP1386801 B1 EP 1386801B1 EP 03254780 A EP03254780 A EP 03254780A EP 03254780 A EP03254780 A EP 03254780A EP 1386801 B1 EP1386801 B1 EP 1386801B1
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EP
European Patent Office
Prior art keywords
roll
angle
bank angle
recited
vehicle
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP03254780A
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English (en)
French (fr)
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EP1386801A1 (de
Inventor
Jianbo Lu
Stephen Varghese Samuel
Todd Allen Brown
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Definitions

  • the present application relates generally to a control apparatus for controlling a system of an automotive vehicle in response to sensed dynamic behavior, and more specifically, to a method and apparatus for controlling the roll characteristics of the vehicle by characterizing the road bank on which the vehicle is having a potential rollover event.
  • Dynamic control systems for automotive vehicles have recently begun to be offered on various products.
  • Dynamic control systems typically control the yaw of the vehicle by controlling the braking effort at the various wheels of the vehicle.
  • Yaw control systems typically compare the desired direction of the vehicle based upon the steering wheel angle and the direction of travel. By regulating the amount of braking at each corner of the vehicle, the desired direction of travel may be maintained.
  • the dynamic control systems do not address roll of the vehicle. For high profile vehicles in particular, it would be desirable to control the rollover characteristic of the vehicle to maintain the vehicle position with respect to the road. That is, it is desirable to maintain contact of each of the four tires of the vehicle on the road.
  • vehicle roll stability control it is desired to alter the vehicle attitude such that its motion along the roll direction is prevented from achieving a predetermined limit (rollover limit) with the aid of the actuation from the available active systems such as controllable brake system, steering system and suspension system.
  • a predetermined limit rollover limit
  • direct measurement is usually impossible.
  • the global attitude of the vehicle is relative to an earth frame (or called the inertia frame), sea level, or a flat road. It can be directly related to the three angular rate gyro sensors. While the relative attitude of the vehicle measures the relative angular positions of the vehicle with respect to the road surface, which are always of various terrains. Unlike the global attitude, there are no gyro-type sensors that can be directly related to the relative attitude. A reasonable estimate is that a successful relative attitude sensing system utilizes both the gyro-type sensors (when the road becomes flat, the relative attitude sensing system recovers the global attitude) and some other sensor signals.
  • the global attitude sensing system will pick up certain attitude information even when the vehicle does not experience any wheel lifting (four wheels are always contacting the road surface).
  • a measure of the relative angular positions of the vehicle with respect to the portion of the road surface on which the vehicle is driven provides more fidelity than global attitude to sense the rollover event when the vehicle is driven on a road with a moderate bank angle.
  • Such an angle is called body-to-road roll angle and it is used as one of the key variables in the roll stability control module to compute the amount of actuation needed for preventing untripped rollover event.
  • U.S. patent 6556908 does provide a method to calculate the relative attitudes and their accuracy may be affected by the vehicle loading, suspension and tire conditions.
  • a relative roll angle is not a good measure of the true relative roll angle between vehicle body and the road surface.
  • U.S. patent application 2004/0254707 provides another way to compute the true relative roll angle during a potential rollover event. This application is suited for cases where vehicle loading and suspension conditions are very close to the nominal systems. If the vehicle has large loading variations (especially roof loading), potential inaccuracy could cause false activations in roll stability controls.
  • Another way to capture the true body-to-road roll angle is to use the resultant angle obtained by subtracting the road bank angle for the global roll angle calculated for example in U.S. 6, 631, 317, filed October 1, 2001 .
  • This method is theoretically feasible, it has inevitable drawbacks.
  • the first drawback lies in the computation of the road bank angle, since there is no robust and accurate computation of road banks using the existing sensor set.
  • the global roll angle computation as shown in U.S. patent application 6, 631, 317 may be affected by the accuracy of the low frequency bank angle estimation.
  • a sensor fusion algorithm would be a way to obtain an angle good for roll stability control.
  • Such a sensor fusion method needs to integrate the various angles and conduct signal sensitizing and desensitizing, which may include the computations of (i) global roll angle as discussed in U.S. patent application 6, 631, 317 ; (ii) relative roll angle as discussed in U.S. patent 6,556,908 ; (iii) a rough characterization of the road bank angle, which is called a reference road bank angle); (iv) wheel departure angle; (v) body-to-road roll angle; (vi) transition and rollover condition.
  • the aforementioned computation is not only good for roll stability control, but also for other applications.
  • the reference road bank angle could be used in an active anti-roll-bar control, the yaw stability control, etc.
  • An active roll control system using a controlled anti-roll-bar does not respond suitably to the side bank in the conventional setting, since the presence of road side bank cannot be detected and the system therefore responds to a side bank as if the vehicle were cornering. This can result in unnecessary power consumption for the active anti-roll-bar system.
  • U.S. patent 6,282,471 provides a very crude estimation of the road side bank using lateral acceleration sensor and vehicle reference speed.
  • a vehicle driven on a road with a sharp side bank may cause false activation for the yaw stability control system and/or roll stability control system due to the fact that large lateral motion is determined through sensor signals even if the vehicle is driven in steady state condition on the banked road.
  • US Patent Publication No. 2002/0082749 A1 discloses a road bank angle initialization as part of a roll are stability control system.
  • the roll angle calculation involves the determination of a road bank angle compensation time constant which is determined as a function of the steering velocity, lateral acceleration and the velocity of the center of gravity of the vehicle.
  • a system for determining a reference road bank angle is set forth herein.
  • the process may be iterative and continuous so that a previous or first road bank angle determination or estimate is used to find an updated or second reference road bank angle.
  • control system as claimed in claim 1 hereinafter is provided.
  • Figure 1 is a diagrammatic view of a vehicle with variable vectors and coordinator frames.
  • Figure 2 is an end view of an automotive vehicle on a bank with definitions of various angles including global roll angle, relative roll angle, wheel departure angle (WDA), road bank angle and body-to-road angle.
  • WDA wheel departure angle
  • Figure 3A is an end view of an on-camber divergent vehicle tendency.
  • Figure 3B is an end view of an automotive vehicle in an off-camber divergent condition.
  • Figure 3C is an end view of a vehicle in an on-camber convergent condition.
  • Figure 3D is an end view of a vehicle in an off-camber convergent condition.
  • Figure 4A is a block diagram of a stability control system.
  • Figure 4B is a block diagram of the controller 26 used in the stability control system depicted in Figure 4A .
  • Figure 5 is a block diagrammatic view of the unit 27 depicted in Figure 4B , which is used for quantitatively and qualitatively determining rollover trend of a vehicle.
  • Figure 6 is flow chart of the operation of one embodiment of the present invention.
  • present teachings may be used in conjunction with a yaw control system or a rollover control system for an automotive vehicle. However, the present teachings may also be used with a deployment device such as airbag or roll bar.
  • Vehicle 10 has front right and front left tires 12a and 12b and rear right tires and rear left tires 13a and 13b, respectively.
  • the vehicle 10 may also have a number of different types of front steering systems 14a and rear steering systems 14b including having each of the front and rear wheels configured with a respective controllable actuator, the front and rear wheels having a conventional type system in which both of the front wheels are controlled together and both of the rear wheels are controlled together, a system having conventional front steering and independently controllable rear steering for each of the wheels, or vice versa.
  • the system may also be used with active/semi-active suspension systems, anti-roll bar or other safety devices deployed or activated upon sensing predetermined dynamic conditions of the vehicle.
  • the sensing system 16 is part of a control system 18.
  • the sensing system 16 may use a standard yaw stability control sensor set (including lateral acceleration sensor, yaw rate sensor, steering angle sensor and wheel speed sensor) together with a roll rate sensor and a longitudinal acceleration sensor.
  • the various sensors will be further described below.
  • the wheel speed sensors 20 are mounted at each corner of the vehicle, and the rest of the sensors of sensing system 16 may be mounted directly on the center of gravity of the vehicle body, along the directions x,y and z shown in Figure 1 .
  • the frame from b 1 , b 2 and b 3 is called a body frame 22, whose origin is located at the center of gravity of the car body, with the b 1 corresponding to the x axis pointing forward, b 2 corresponding to the y axis pointing off the driving side (to the left), and the b 3 corresponding to the z axis pointing upward.
  • the angular rates of the car body are denoted about their respective axes as ⁇ x for the roll rate, ⁇ y for the pitch rate and ⁇ z for the yaw rate.
  • the calculations set forth herein may take place in an inertial frame 24 that may be derived from the body frame 22 as described below.
  • the angular rate sensors and the acceleration sensors are mounted on the vehicle car body along the body frame directions b 1 , b 2 and b 3 , which are the x-y-z axes of the vehicle's sprung mass.
  • the longitudinal acceleration sensor 36 is mounted on the car body located at the center of gravity, with its sensing direction along b 1 -axis, whose output is denoted as a x .
  • the lateral acceleration sensor 32 is mounted on the car body located at the center of gravity, with its sensing direction along b 2 -axis, whose output is denoted as a y .
  • the other frame used in the following discussion includes the road frame, as depicted in Figure 1 .
  • the road frame system r 1 r 2 r 3 is fixed on the driven road surface, where the r 3 axis is along the average road normal direction computed from the normal directions of the four-tire/road contact patches.
  • the Euler angles of the body frame b 1 b 2 b 3 with respect to the road frame r 1 r 2 r 3 are denoted as ⁇ xr , ⁇ yr and ⁇ zr , which are also called the relative Euler angles.
  • the present teaching determines a wheel departure angle ⁇ wda , which is the angle from the axle or the wheel axis to the road surface 11. Also shown is a reference road bank angle ⁇ bank , which is shown relative to the vehicle 10 on a road surface.
  • the vehicle 10 has a vehicle body 10a and vehicle suspension 10b.
  • the relative roll angle ⁇ xr is the angle between the wheel axle and the body 10a.
  • the global roll angle ⁇ x is the angle between the horizontal plane (e.g., at sea level) and the vehicle body 10a.
  • vehicle 10 is illustrated in an on-camber divergent state.
  • the on-camber divergent state refers to the vehicle having a greater than 0 wheel departure angle, a greater than 0 relative roll angle, and a moment represented by arrow 25 tending to increase the relative roll angle and the wheel departure angle.
  • the bank angle is less than 0.
  • a bank angle of less than 0, a wheel departure angle greater than 0, and a relative roll angle greater than 0 is shown with a roll moment 25 acting to the left.
  • the vehicle is in an on-camber convergent state. That is, the convergent state refers to the vehicle tending towards not overturning.
  • a roll stability control system 18 is illustrated in further detail having a controller 26 used for receiving information from a number of sensors which may include a yaw rate sensor 28, a speed sensor 20, a lateral acceleration sensor 32, a roll rate sensor 34, a steering angle sensor (hand wheel position) 35, a longitudinal acceleration sensor 36, and steering angle position sensor 37.
  • sensors which may include a yaw rate sensor 28, a speed sensor 20, a lateral acceleration sensor 32, a roll rate sensor 34, a steering angle sensor (hand wheel position) 35, a longitudinal acceleration sensor 36, and steering angle position sensor 37.
  • the sensors are located at the center of gravity of the vehicle. Those skilled in the art will recognize that the sensors may also be located off the center of gravity and translated equivalently thereto.
  • Safety device 38 may control an airbag 40, an active braking system 41, an active front steering system 42, an active rear steering system 43, an active suspension system 44, and an active anti-roll bar system 45, or combinations thereof.
  • Each of the systems 40-45 may have their own controllers for activating each one.
  • the safety system 38 may be at least the active braking system 41.
  • Roll rate sensor 34 may sense the roll condition of the vehicle based on sensing the height of one or more points on the vehicle relative to the road surface. Sensors that may be used to achieve this include a radar-based proximity sensor, a laser-based proximity sensor and a sonar-based proximity sensor.
  • Roll rate sensor 34 may also sense the roll condition based on sensing the linear or rotational relative displacement or displacement velocity of one or more of the suspension chassis components which may include a linear height or travel sensor, a rotary height or travel sensor, a wheel speed sensor used to look for a change in velocity, a steering wheel position sensor, a steering wheel velocity sensor and a driver heading command input from an electronic component that may include steer by wire using a hand wheel or joy stick.
  • the suspension chassis components which may include a linear height or travel sensor, a rotary height or travel sensor, a wheel speed sensor used to look for a change in velocity, a steering wheel position sensor, a steering wheel velocity sensor and a driver heading command input from an electronic component that may include steer by wire using a hand wheel or joy stick.
  • the roll condition may also be sensed by sensing the force or torque associated with the loading condition of one or more suspension or chassis components including a pressure transducer in active air suspension, a shock absorber sensor such as a load cell, a strain gauge, the steering system absolute or relative motor load, the steering system pressure of the hydraulic lines, a tire lateral force sensor or sensors, a longitudinal tire force sensor, a vertical tire force sensor or a tire sidewall torsion sensor.
  • a pressure transducer in active air suspension a shock absorber sensor such as a load cell, a strain gauge, the steering system absolute or relative motor load, the steering system pressure of the hydraulic lines, a tire lateral force sensor or sensors, a longitudinal tire force sensor, a vertical tire force sensor or a tire sidewall torsion sensor.
  • the roll condition of the vehicle may also be established by one or more of the following translational or rotational positions, velocities or accelerations of the vehicle including a roll gyro, the roll rate sensor 34, the yaw rate sensor 28, the lateral acceleration sensor 32, a vertical acceleration sensor, a vehicle longitudinal acceleration sensor, lateral or vertical speed sensor including a wheel-based speed sensor, a radar-based speed sensor, a sonar-based speed sensor, a laser-based speed sensor or an optical-based speed sensor.
  • controller 26 determines a roll condition and controls any one or more of the safety devices 40-45.
  • Speed sensor 20 may be one of a variety of speed sensors known to those skilled in the art.
  • a suitable speed sensor 20 may include a sensor at every wheel that is averaged by controller 26.
  • the controller 26 translates the wheel speeds into the speed of the vehicle. Yaw rate, steering angle, wheel speed and possibly a slip angle estimate at each wheel may be translated back to the speed of the vehicle at the center of gravity.
  • Various other algorithms are known to those skilled in the art. For example, if speed is determined while speeding up or braking around a corner, the lowest or highest wheel speed may not be used because of its error.
  • a transmission sensor may be used to determine vehicle speed.
  • controller 26 is illustrated in further detail.
  • controller 26 There are two major functions in controller 26: the rollover trend determination, which is called a sensor fusion unit, 27A and the feedback control command unit 27B.
  • the sensor fusion unit 27A can be further decomposed as a wheel lift detector 50, a transition detector 52 and a vehicle roll angle calculator 66.
  • the sensor fusion unit 27A receives the various sensor signals, 20, 28, 32, 34, 35, 36, 37 and integrates all the sensor signals with the calculated signals to generate signals suitable for roll stability control algorithms. From the various sensor signals wheel lift detection may be determined by the wheel lift detector 50. Wheel lift detector 50 includes both active wheel lift detection and active wheel lift detection, and wheel grounding condition detection. Wheel lift detector is described in co-pending U.S. provisional application serial number 60/400,375 (Attorney Docket 202-0433 (FGT-1683 PRV) filed August 1, 2002. The modules described below may be implemented in hardware or software in a general purpose computer (microprocessor).
  • Transition detection module 52 is used to detect whether the vehicle is experiencing aggressive maneuver due to sudden steering wheel inputs from the driver.
  • the sensors may also be used to determine a relative roll angle in relative roll angle module 54.
  • Relative roll angle may be determined in many ways. One way is to use the roll acceleration module 58 in conjunction with the lateral acceleration sensor. As described above, the relative roll angle may be determined from the roll conditions described above.
  • the various sensor signals may also be used to determine a relative pitch angle in relative pitch angle module 56 and a roll acceleration in roll acceleration module 58.
  • the outputs of the wheel lift detection module 50, the transition detection module 52, and the relative roll angle module 54 are used to determine a wheel departure angle in wheel departure angle module 60.
  • Various sensor signals and the relative pitch angle in relative pitch angle module 56 are used to determine a relative velocity total in module 62.
  • the road reference bank angle block 64 determines the bank angle.
  • the relative pitch angle, the roll acceleration, and various other sensor signals as described below are used to determine the road reference bank angle.
  • Other inputs may include a roll stability control event (RSC) and/or the presence of a recent yaw stability control event, and the wheel lifting and/or grounding flags.
  • RSC roll stability control event
  • the global roll angle of the vehicle is determined in global roll angle module 66.
  • the relative roll angle, the wheel departure angle, and the roll velocity total blocks are all inputs to the global roll angle total module 66.
  • the global roll angle total block determines the global roll angle ⁇ x .
  • An output module 68 receives the global roll angle total module 66 and the road reference bank angle from the road reference bank angle module 64.
  • a roll signal for control is developed in roll signal module 70.
  • the roll signal for control is illustrated as arrow 72.
  • a sensitizing and desensitizing module 74 may also be included in the output module 68 to adjust the roll signal for control.
  • the reference bank angle estimate is calculated.
  • the objective of the reference bank estimate is to track a robust but rough indication of the road bank angle experienced during driving in both stable and highly dynamic situations, and which is in favor for roll stability control. That is, this reference bank angle is adjusted based on the vehicle driving condition and the vehicle roll condition. Most importantly, when compared to the global roll estimate, it is intended to capture the occurrence and physical magnitude of a divergent roll condition (two wheel lift) should it occur. This signal is intended to be used as a comparator against the global roll estimate for calculating the error signal which is fed back to roll stability controller 26.
  • STATIC_ROLL_BOUNDARY Generally, this parameter will be vehicle specific. In the present example 6 degrees is used. The steady state roll angle at the onset of two-wheel lift in a quasi-steady state turn. The initial value should be chosen to correspond to the loading condition and vehicle configuration that provides the highest level of lateral acceleration at the onset of two-wheel lift in a quasi-steady turn. All design loading conditions and vehicle configurations for which a specific calibration is to be used should be considered.
  • DYNAMIC_ROLL_BOUNDARY Generally, this parameter will also be vehicle specific. In the present example 3 degrees is used. The steady state roll angle associated with the lowest lateral acceleration which could result in two wheel lift. The initial value should be chosen based on the loading condition and vehicle configuration which results in the lowest lateral acceleration which could result in two wheel lift over all variations of road disturbances and dynamic input. All design loading conditions and vehicle configurations should be considered for which a specific calibration is to be used.
  • MAX_RAMP_RATE The maximum rate at which the reference bank estimate is adjusted toward the global roll estimate in the transitional roll region. In the present example, 5 deg/sec is used.
  • MIN_RAMP_RATE The minimum rate at which the reference bank estimate is adjusted toward the global roll estimate in the transitional roll region. In the present example, 0 deg/sec is used.
  • ON_CAMBER_TURN_STABLE_RAMP_RATE The rate at which the reference bank estimate is adjusted toward the global roll estimate in the transitional region when the vehicle is in an on-camber turn and considered to have a non-divergent stability tendency. In the present example 20 deg/sec is used.
  • FRONT_NOMINAL_ROLL_AT_LIFT Roll angle magnitude at a front wheel corresponding to the onset of wheel lift when no relative pitch is present. In the present example, 5.8 deg is used.
  • FRONT_LIFT_PITCH_GAIN In the present example, 1.0 deg/deg s used. The influence of relative pitch on the onset of wheel lift at the front of the vehicle.
  • REAR_NOMINAL_ROLL_AT_LIFT In the present example, 5.4 deg s used, roll angle magnitude at a rear wheel corresponding to the onset of wheel lift when no relative pitch is present.
  • REAR_LIFT_PITCH_GAIN In the present example, 0.76 deg/deg s used, the influence of relative
  • Local variables with values from external inputs are determined/calculated from the various sensor inputs in step 82.
  • the local variables are initialized as follows with units in parentheses:
  • Flags to indicate if the lateral acceleration is increasing or decreasing as compared to a previous lateral acceleration are determined in step 84.
  • a deadband for the reference bank angle estimate based on the uncertainty in the rate of change of the global roll angle due to pitch angle uncertainty is calculated in step 86.
  • This variable is in terms of a rate of change.
  • Linear Road Bank Angle Estimate is calculated in step 88. This estimate assumes a perfect global roll estimate. It also assumes the difference between the road bank angle and the global roll angle ⁇ x is accurately modeled by relative roll angle. Two-wheel lift is intentionally assumed to not be present at this point.
  • LinearBankAngle GlobalRollEst ⁇ x - RelativeRollEst ⁇ xr
  • the linear bank angle may also be thought of as the sum of the bank angle and the wheel departure angle.
  • the reference bank angle is a state variable whose value is assumed to be preserved from the previous loop.
  • the global roll estimate, the relative roll estimate, and the wheel lift status flags have significant influence on the adjustment of the road bank estimate on a loop by loop basis.
  • the relative roll angle is determined in step 90.
  • the fundamental premise for calculating the reference bank angle is determining which of three roll regions the vehicle is instantaneously operating within. Consider the case where the global roll motion suggests a divergence with excessive positive roll, or excessive lean to the right.
  • step 94 if the relative roll angle is less than a lower threshold in step 92, step 94 is executed.
  • step 94 the DYNAMIC_ROLL_BOUNDARY, the vehicle is assumed to be in the linear roll region.
  • the relative roll or linear suspension roll estimate is assumed to accurately represent the difference between global roll angle estimate (i.e. no wheel lift) and the road bank angle. That is, the reference road bank angle is set to the linear bank angle in step 96.
  • step 92 if the relative roll angle is greater than the DYNAMIC_ROLL_BOUNDARY yet less than an upper threshold, the STATIC_ROLL_BOUNDARY, the vehicle is assumed to be in the transitional roll region.
  • This region the relative roll or linear suspension roll estimate can no longer be assumed to accurately represent the difference between global roll angle estimate (i.e. no wheel lift) and the road bank angle.
  • two criteria must be evaluated to establish how the reference bank estimate will be updated. That is, if the vehicle has divergent tendency or state and if the vehicle is in an on-camber turn.
  • the first criteria is whether the vehicle has a divergent tendency from a stability point of view in step 98.
  • the lateral acceleration is increasing a divergent tendency is assumed. In some cases the lateral acceleration does not increase any further once two-wheel lift has occurred and may actually be decreasing during and after the onset of two-wheel lift.
  • a divergent tendency is assumed. If the vehicle was recently in a yaw control event, a divergent tendency is assumed. If the vehicle was recently in a roll control event, a divergent tendency is assumed. If the vehicle has a roll acceleration greater than 0 (or another threshold), a divergent tendency state is also assumed. Thus, if any of the four conditions above are met, the vehicle has a divergent tendency.
  • On-Camber Turn The second criteria is whether or not the vehicle is in an on-camber or off camber turn in step 100.
  • On/off camber refers to sign of the road bank angle relative to the turning direction. The direction of the turn is based on the relative roll angle. When the relative roll angle and linear bank angle have opposing signs, the vehicle is assumed to be in an on-camber turn. For example, in a steady state left hand turn, the relative roll angle will be positive. If the linear roll angle is negative, which would be the case if the lateral slope of the road is downward going from right to left, the vehicle is assumed to be in an on-camber turn.
  • a driving lane on public roads tend to be in the neutral to 12 deg on-camber range.
  • Public roads tend to be in the +-3 deg range while driving on straight sections of road, traversing lanes or turning through intersections.
  • On-camber positions are illustrated in Figures 3A and 3C above.
  • Off-Camber Attitude If the vehicle is determined to be in an off-camber attitude relative to the global reference frame, the benefit of doubt is given to the presence of wheel lift when divergent changes in the global roll attitude of the vehicle is observed. If a divergent stability tendency is calculated and the global roll angle is increasing, the roll motion is assumed to be due to wheel lift and the reference bank angle is held constant. If a divergent tendency is NOT calculated, the reference bank estimate is ramped towards the linear roll angle.
  • the ramp rate for the reference bank estimate is determined by linear interpolation between a higher value, MAX_RAMP_RATE, when the relative roll angle is at the DYNAMIC_ROLL_BOUNDARY and a lower value, MIN_RAMP_RATE, when the relative roll angle is at the STATIC_ROLL_BOUNDARY. If as a result of adjusting the reference bank estimate, the reference bank estimate exceeds the linear roll angle, it is assigned the value of the linear roll angle.
  • On-Camber Attitude If the vehicle is determined to be in an on-camber attitude relative to the global reference frame, the benefit of doubt is given to a stable roll condition. If a divergent stability tendency is observed, the reference bank estimate is ramped towards the linear roll angle. The ramp rate for the reference bank estimate is determined by linear interpolation between a higher value, MAX_RAMP_RATE, when the relative roll angle is at the DYNAMIC_ROLL_BOUNDARY and a lower value, MIN_RAMP_RATE, when the relative roll angle is at the STATIC_ROLL_BOUNDARY.
  • the reference bank estimate is ramped to the linear roll estimate at a fast rate: ON_CAMBER_TURN_STABLE_RAMP_RATE. If as a result of adjusting the reference bank estimate, the reference bank estimate exceeds that value which would be computed in the linear roll region, the its value is adjusted to that value which would result in the linear roll region.
  • a new reference road bank angle is determined in step 102.
  • step 92 if the relative roll angle is greater than the STATIC_ROLL_BOUNDARY, the vehicle is assumed to be in the divergent roll region in step 103. In this region, any changes in the global roll estimate are assumed to be the result of wheel lift or divergent roll motion. As a result the reference road bank angle is held constant.
  • step 106 the wheel lift flags are obtained for each wheel. If a comparison of the reference bank estimate and global roll estimate indicates a non-divergent roll condition at a given corner of the vehicle yet a divergent condition is indicated by the wheel not lifted flag at that corner, the reference bank estimate is adjusted by the least amount which results in a divergent condition at that corner of the vehicle in step 108. This logic is applied at each corner of the vehicle.
  • the reference bank estimate is adjusted by the least amount which results in a non-divergent condition at that corner of the vehicle. This logic is applied at each corner of the vehicle.
  • the reference bank angle can be adjusted to converge.
  • the factor 1.1 is chosen to allow the reference bank angle to converge to the linear bank angle. This is encompassed by step 108.
  • the wheel departure angle may be brought to correct reference bank in step 110. This is performed using the steps below.
  • a safety device within the vehicle may be controlled in step 112.
  • the reference bank angle may be one of the signals that is used to develop the roll signal for control as shown in module 70 above.

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Claims (18)

  1. Steuer- bzw. Regelsystem (18) für ein Kraftfahrzeug (10) mit einem Fahrzeugkörper, umfassend:
    einen Wankwinkelgenerator (54) zum Erzeugen eines relativen Wankwinkelsignals;
    eine Mehrzahl von Sensoren (20, 28, 32, 34-37), die eine Mehrzahl von Sensorsignalen erzeugen;
    ein Sicherheitssystem (38); und
    eine Steuerung bzw. Regelung (26), die mit dem Wankwinkelgenerator (54) und der Mehrzahl von Sensoren (20, 28, 32, 34-37) gekoppelt ist;
    dadurch gekennzeichnet, dass die Steuerung bzw. Regelung (26) einen linearen Straßenquerneigungwinkel und einen relativen Wankwinkel ansprechend auf den Wankwinkelgenerator und die Mehrzahl von Sensorsignalen erzeugt, wobei der lineare Straßenquerneigungwinkel eine Differenz zwischen einem globalen Wankschätzwert und dem relativen Wankwinkel ist, wobei die Steuerung bzw. Regelung (26) einen ersten Referenz-Straßenquerneigungwinkel bestimmt und einen zweiten Referenz-Straßenquerneigungwinkel ansprechend auf den linearen Straßenquerneigungwinkel, den ersten Referenz-Straßenquerneigungwinkel und einen Querneigungswinkeleinstell- bzw. -anpassungsfaktor erzeugt, wobei die Steuerung bzw. Regelung den Querneigungswinkeleinstell- bzw. -anpassungsfaktor als eine Funktion des relativen Wankwinkels erzeugt, wobei die Steuerung bzw. Regelung (26) das Sicherheitssystem (38) ansprechend auf den zweiten Referenz-Straßenquerneigungwinkel steuert bzw. regelt.
  2. Steuer- bzw. Regelsystem (18) nach Anspruch 1, wobei der Wankwinkelgenerator einen Wankratensensor (34) umfasst.
  3. Steuer- bzw. Regelsystem (18) nach Anspruch 1, wobei das Sicherheitssystem (38) ein Ausgewähltes aus der Gruppe bestehend aus einem aktiven Bremssteuer- bzw. -regelsystem (41), einem aktiven Hecklenkungssystem (43), einem aktiven Frontlenkungssystem (42), einem aktiven Querstabilisatorsystem (45) und einem aktiven Aufhängungssystem (44) ist.
  4. Verfahren zum Steuern bzw. Regeln eines Kraftfahrzeugs (10), umfassend:
    Bestimmen eines linearen Straßenquemeigungwinkels, wobei der lineare Straßenquerneigungwinkel eine Differenz zwischen einem globalen Wankschätzwert und einem relativen Wankwinkel ist;
    Bestimmen eines ersten Referenz-Straßenquerneigungwinkels;
    Bestimmen eines Querneigungswinkeleinstell- bzw. -anpassungsfaktors als eine Funktion des relativen Wankwinkels;
    Erzeugen eines zweiten Referenz-Straßenquerneigungwinkels ansprechend auf den linearen Straßenquerneigungwinkel und den ersten Referenz-Straßenquerneigungwinkel und den Querneigungswinkeleinstell- bzw. - anpassungsfaktor; und
    Steuern bzw. Regeln eines Sicherheitssystems (38) ansprechend auf dem Schätzwert für den zweiten Referenz-Straßenquerneigungwinkel.
  5. Verfahren nach Anspruch 4, wobei der Querneigungswinkeleinstell- bzw. -anpassungsfaktor eine Funktion einer Rampenrate ist.
  6. Verfahren nach Anspruch 5, wobei die Rampenrate eine Funktion einer Sturzkurvenrampenrate ist.
  7. Verfahren nach Anspruch 5, wobei die Rampenrate eine Funktion einer maximalen Rampenrate ist.
  8. Verfahren nach Anspruch 4, wobei der Querneigungswinkeleinstell- bzw. -anpassungsfaktor eine Funktion einer statischen Wankbegrenzung ist.
  9. Verfahren nach Anspruch 4, wobei der Querneigungswinkeleinstell- bzw. -anpassungsfaktor eine Funktion einer dynamischen Wankbegrenzung ist.
  10. Verfahren nach Anspruch 4, wobei der Querneigungswinkeleinstell- bzw. -anpassungsfaktor eine Funktion einer Nickunsicherheitsrate ist.
  11. Verfahren nach Anspruch 4, wobei der Querneigungswinkeleinstell- bzw. -anpassungsfaktor eine Funktion einer statischen Wankbegrenzung, dynamischen Wankbegrenzung, dem relativen Wankschätzwert, einer Schleifenzeit und einer maximalen Rampenrate und einer Nickunsicherheitsrate ist.
  12. Verfahren nach Anspruch 4, ferner umfassend das Messen einer Nickrate und Einstellen bzw. Anpassen des zweiten Referenz-Straßenquerneigungwinkels als eine Funktion der Nickrate.
  13. Verfahren nach Anspruch 4, ferner umfassend das Messen einer Nickrate und Einstellen bzw. Anpassen des zweiten Referenz-Straßenquerneigungwinkels als eine Funktion der Nickrate und eines Radabhebungsstatus.
  14. Verfahren nach Anspruch 4, ferner umfassend das Messen einer Nickrate und Einstellen bzw. Anpassen des zweiten Referenz-Straßenquerneigungwinkels als eine Funktion der Nickrate, eines Radabhebungsstatus und eines Konvergent/Nichtkonvergent-Zustands.
  15. Verfahren nach Anspruch 4, ferner umfassend das Einstellen bzw. Anpassen des zweiten Referenz-Straßenquerneigungwinkels ansprechend auf einen Zustand vollständiger Bodenhaftung.
  16. Verfahren nach Anspruch 4, ferner umfassend das Erzeugen eines Radabweichungswinkels als eine Funktion des zweiten Referenz-Straßenquerneigungwinkels und ansprechend auf einen Zustand absoluter Bodenhaftung.
  17. Verfahren nach Anspruch 4, wobei der zweite Referenz-Straßenquerneigungwinkel als eine Funktion einer Wankbeschleunigung bestimmt wird.
  18. Verfahren nach Anspruch 4, wobei der zweite Referenz-Straßenquerneigungwinkel als eine Funktion einer Längsbeschleunigung bestimmt wird.
EP03254780A 2002-08-01 2003-07-31 System und Verfahren zur Bestimmung der Querneigung einer Fahrbahn bei Wankstabilitätsregelungen Expired - Lifetime EP1386801B1 (de)

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US400261P 2002-08-01
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US610280 2003-06-30
US10/610,280 US7085639B2 (en) 2002-08-01 2003-06-30 System and method for characterizing the road bank for vehicle roll stability control
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US20040030475A1 (en) 2004-02-12
DE60324232D1 (de) 2008-12-04

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